Gas-engine



(No Model.) 2 sheetssheet 1.

L. C. PARKER.

GAS ENGINE.

No. 269,813. Patented De0.26,1882'.

N4 PETERS. Phakmlithugripiwr. Washington, D. C.

2 Sheets-Sheet 2.

Patented Dee. 26, 1882.

(No Model.)

L. C. PARKER.

GAS ENGINE. 10.269.813.

N. PETERS, vhnmumumpmf. wnmingwn. ne

'IINTTE STATES PATENT LEWIS U. PARKER, 0F ROBINSON, KANSAS.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 269,813, dated December 26, 1882.

Application tiled August 29, 1882.

To all vwhom it may concern Be it ltlnown that I, LEWIS U. PARKER, a citizen ot' the United States, residing at Robinson, in the county of Brown and State of Kansas, have invented certain new and useful Improvementsin Gas-Engines, of which the following is a specitication, reference being had therein to the accompanying drawings.

My invention relates to that class ot' gasengines wherein a pressure produced within a cylinder by the combustion otv an inilammable mixture ot' air and gas causes a piston to make its stroke.

In most gas-engines of present construction the entire combustible charge is exploded at one ignition, which results in a sudden development of heatand pressure, a great portion ot which is expended by absorption and impact against the cylinder-walls while the piston is near the dead-center point ot' the engine crank-shaft.

One ot the principal objects aimed at in my engine is to produce a series of explosions behind the piston, whereby the expansive force of each explosion is maintained during the power-stroke, thus obtaining greater economy ot' l'orce from the same amount of combustible mixture exploded in theordinary manner; and, further, in crdinarily-constructed gas-engines the admission-valvesare held againstt-hevalveseats by. a pressure strong enough to resist the explosive force ot' the mixture, and are given a continuously-reciprocating movement, thus causing great loss ot power by the friction between the valves and valve-seats. In my engine I obviate this difficulty by arranging the valve to slide upon suitably-constructed ways within the cylinder-head, and by constructing the actuating mechanism so that the valve opens to admit the charge, closes, and remains stationary while there is any pressure within the cylinder.

Another disadvantage in ordinarilyconstructed engines is the loss ot' expansive force sustained by the rapid passage ot' heat following the explosion into the cylinder walls and piston. l obviate this in a great measure by '7? projecting trom the face ofthe piston a metal- (No modeLl Another object arrived at in my engine is to produce a mixture that will explode with great suddenness, and I am convinced by experiment that a charge so constituted to explode within the cylinder at certain points along the stroke of the piston will accomplish the best results. 'lo secure the greatest economy ot' expansive force, I allow a sufficient quantity of the mixture to remain behind the piston to sustain combustion until the charge in the first compartment is ignited. A

My engine consists in these and other improvements, all of which will be hereinafter fully described, and pointed out in the claims.

ln the drawings, Figure l is a horizontal longitudinal section; Fig. 2, an inside elevation ofthe cylinder-head; Fig. 8, an inside elelvation of the face-plate, showing the ports and slide-valve ways; Fig. 4, a plan viewot' the valve; Fig. 5, a vertical longitudinal section ot` the cylinder; Fig. 6, an end elevation ot' the same, showing the slide-valve-actuating mechanism, and Fig. 7 is a detail of the exhaust-valve-actuating mechanism.

The construction ot' the several parts of my engine may be described as follows:

f The cylinder A is provided with a cylinderhead, A', and face-plate A2. It is of equal bore throughout, and consists of an inner and outer jacket, the intermediate space being filled with water or other non-conducting medium to prevent the inner jacket from becoming overheated by the repeated explosions of the combustible mixture. Depending from the lower side ofthe cylinder, and arranged at suitable distances along its bore, are auxiliary explosion-chambers a. They communicate through both jackets with the interior of the cylindervby ports a', and with each other through ports u?, these latter ports being covered with suitably-protected wiref gauze to prevent premature ignition ot' the other chambers. Projecting from the side of the chamber next the cylinder-head, passing through the jackets and entering the cylinder below the lowest point reached by thc piston, is a pipe, a3, as shown, the end within the cylinder being protected by gauze-wire to prevent passage of tlame to the chambers. I provide, however, that these chambers may be arranged upon the side or top of the cylinder. Placed in the side of the cylinder, and next the cylinder-head, is the exhaust-port c4. It eiiteis the c) linder below the lowest point reached by the piston, and extendsbeyond the outer jacketthrough a suitable thickness of metal, and may be connected with a pipe (not shown) for carrying away thc proiluets ot combustion. r)This port is closed by a valve, the construction and operation of which will be hereinafter fully set forth.

The cylinder-head A is bolted tothe end of the cylinder, and is provided with a central opeiiing equal in size with the bore of the cylinder, and tornis a continuation thereof', as shown. Projecting' horizontally from the edges 'of the head is a rim, a5, and extending horizont-.illy across the head above and below the central opening' are ribs a6. Another rib, c", extends vertically between the ribs a, to the lel't hand of the opening and slightly separated from it, thus forming water-spaces filled through the hole a8 from the cylinder-space, upon iliree sides of the opening. The rini is thickened on the iight-hand side between the ribs a, so that a suitable recess is formed around the central opening', in which is located the slide-valve and its ways. Through this thickened portion pass the wires, which trailsmit the spark to the charge. It will also be seen that the ribs are of equal width with the riin, so that the face-plate will bolt tightly against the eylintler-l'iead.

The face-plate A2 is ot' equal diameter with the cylinder-head,and is bolted tighllyagainst it. Upon the inner side ot' the plate are placed the horizontal slide-valve ways a9, of equal length with the recess in the cylinder-head, which they enter when the parts are bolted together, as shown in Fig. 5. Unt through the plate somewhat to the right hand of the center are the air and gas ports. The air-port au is shown rectangular in outline, and is arranged above and upon the saine vertical line with the triangular gas-port all. The area of the gas-port is considerably less than that of the air-port, and nia)` be arranged above it or beside it,it` so desired. Also, cut through the plate at about its central point is the horizontal slot cl2, in which travels the slide-valveactnating pin, as shown.

l5 is the piston, and is preferably made the shape shown in the drawings, so that along bearing-surface may be had upon the walls of the cylinder. It is provided with suitable packing-rings, and ith a piston-rod, as shown. Secured by one end to the fare ot' the piston, and carried around its circumference near the walls ofthe cylinder, is the coil I), the functions of which will be hereinafter fully set forth.

Pivoted to the end of the piston is a rod, l, which coiiiiectsit with the crank-shaft 2. Situated upon this shaft is the fly-wheel 3 and a small bevel-gear, 4.

(l is the shat't upon which is placed the valveactuatingcain. Itis at right angles to the shaft 2, and has placed tipon itsend next said shaft a bevel-gear, 5, twice the diameter ot' and meshing wi'tli the gear 4, as shown, the object of this being to canse the cam-shaft to revolve once while the main shaft revolves twice.- These shafts arejournaled in suitable bearinfsin a bed ilate. Notshow'n. The rear end of t he cam-shalt, however, is turthcr braced bv running through a bracket, (i, projectingr from the cylinder-head.

I will now proceed to describe the slideand exhaust valves and their connection with the actuating-earns on'the cani-shaft.

I) is the slide-valve, and is preferably made flat, and nearly square in outline, the ends being beveled, if sodesired. It slides between the ways a9 of the face-plate, and with them enters the recess around the central opening ofthe cylinder-head when the parts are in position. Itis provided with a pin, d, which projects through the slot a, and affords means of connection for the valve-ac.hating,r rod. The air-port (1' is the saine shape and size as the port al", and registers with itin the operations ot' the valve. The gas-port d2 is of the saine shape and size, and registers with the poit all. 'Ijhe ports, however, are so arranged t hat the airport is given a slight lead on the gas-port, and consequently permits pure air to enter the cylinder before the admission of the air and gas. This relative position of the ports is clearly shown in Figs. 3 and 4 ot' the drawings. A spiing is secured to the pi u dand rested lupon the face-plate, as shown in Figs. 5 and (i, to hold the valve to its seat.

c is the cam-wheel for actuating the slidevalve, and is secured upon the end of the canishaft on a line with the projecting portion ot' the valve-pin. Foi-ined on the periphery of the wheel is a cam, c. The ascent from the level of the wheel to the coinineiiceinetit of the eani proper, which pointfor convenience ofdcscription I letter c2, is gradual, so that the parts will work smoothly. From the point c3 the cani increases in height to the point where it. descends to the level ot' the wheel, the object of this construction being to cause an acceleration in the travel ot' the valve. The pitiiiaii c3 transmits the motion from the cain to the valve. One end is pivoted to the valvepin and the other is forined in two prongs or forks, c4, which embrace the wheel, and have jonrnaled between them a roller arranged to travel on t-he peri plieryof said wheel, as shown. The. pitinan 1s supported on a rocker-arm, c5, land the roller is held against the cam-wheel by a spiral or other suitable spring, which presses between the rocker-shaft and side ot' the cylinder.

E is the exhaust-valve rod, having formed IIO IIS

eration of the iiiveiitiou.

55 closed.

on its inner end the valve e, which tits and closes the exhaust-port a4. The valve-rod passes through a suitable aperturein the cylinder, and its outerend is formed with prongs 5 or forks e, which embrace the cam-wheel and have jouriialed between them the roller e2, which travels on the periphery of the wheel. The rod is supported by arocker-arm, e3, and the roller is held against the periphery of the is cam-wheel by the spring e4, as shown.

1 5 valve.

gg represent the battery-wires 5 g2 an nduction-coil.

g3 and g4 represent wires extending from the coil g2 down into the recess in the cylinderzo head, they being` properly insulated in their passage through the metal by a suitable noticonductor, g5, and their ends within the c vlin der being arranged a short distance apart, so that a spark will pass between them in the op- One ofthe wires g3 g4 is broken, its ends resting together and arranged to be disengaged by an arm, 96, as it is carried around bythe revolution of the shaft C,- tlius breaking the circuit and causing the 3o spark to pass between the ends ofthe wiresgsg,

exploding -the charge. A

ln order to carry out fully the objects arrived at in the construction of my engine, it is necessary that the several detached portions of the charge should explode with extreme suddeiiness, and to accomplish this object I constitute a charge in which the proportions of air and gas are such as will produce this result. [produce this charge and introduce 4o it into the cylinder as follows: It is set forth and shown in the drawings` that while the air and gas ports in the face-plate are upon the same vertical line the corresponding ports in the valve are not, the -air-port heilig placed slightly ahead of the gasport. Itis also seen that the construction otv the cam c imparts to the valve a coustaiitly-accelerating motion.

As the cam turns around against the pitinan the roller jourualed therein commences to as- 5o eend tlie incline toward the point c2, and

when near this point in the ascent the valve will have moved sufficiently to open the airport asliort distance 'and permit pure air to enter the tvlinder wliile the gas-port is still When the roller reaches the point c2 the. valve will have traveled far enough to slightly open thel gas-port, and gas will also commence to enter. Now, as the roller travcls along the heightened face of the cani the 6c.,iiiovement ot' the valve is accelerated, the

gas-portopeiied wider, the proportion of gas increased, and when the roller approaches the highest portion ot' the cam the air-port Will have passed its Wide open point and its area commences to diminish, the gas-port area still being on the increase. The result is that although a preponderance ot' air was admitted at the beginning ofthe strokethe proper proportions'to produce a quickly-combustible mixture will liavebeen secured when the stroke is completed and the valve closed. The advantages secured by this construction and operation of the valve are that the pure air first admitted drives forward against the piston any sparks which remain around the ports from previous explosionsl` and I have found by experiment that the constant increase in the strength of the charge caused by the lead on the air-port and the acceleration in the speed of the valve enable nie to take the charge quickly and mix it thoroughly iu the cylinder. l wish to state, however, that after the charge has entered the cylinder and the valve closed the proportion of air and gas is such as to produce a highly-explosive mixture, this proportion being about one part of gas to twelve parts of air.. lt will be further seen that bythe construction and operation ofthe valve exact proportions of air and gas are admitted to form thc highly-explosive charge, thus dispensing with a gas valve or governor for that purpose. The valve-actuating cam is so arranged upon the shalt that the Valve -does not commence to move until the piston has expelled the products otcoinhustion from the cylinder, and to render the operation of the parts complete, the cam-wheel ofthe exhaust is arranged to open the portjust as the piston commences its iustroke, and hold it open until the slide-valve is ready to admit the charges.

I am aware that inson'iegas'engincsacharge ICO of airis first admitted and then a charge ot' air and gas, the purpose alleged heiiig to cushion the piston land cause gradual combustion; but in my engine I wish to avoid cushioning the piston and also 'to avoid gradual combustion. The air first drawn iii-is to clear away the sparks, and thc subsequent strong charge ot' air and gas to produce the proper proportions for a rapidly-combustible mixture.

Now, in order to more clearly describe the operation and functions of the several parts in igniting and in the stroke, suppose the piston to be at the end of itsinstroke. (lndicated by the dotted piston, Fig. 5.) Just before this point has been reached the cam on the wheel c has caused the valve to move, so that the airport is ready to open the moment the piston starts on its outstroke. As the piston proceeds the ports open wider and faster, and the proportions of air and gas are admitted, as hereinbeforesetortli. Whenthepistonreaches the outsti'oke the full charge. will be contained within the cylinder, and the cani will have turned olf the pitiiiaii-roller, and the rockershaft spring will immediately close it. As the piston returns the charge is forced through the auxiliary chamber-ports and the compressiontube into the chambers, enough ot' the charge remaining heliiiid the piston, however, to support combustion until the inner chamber is .IOS

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reached. As the crank passes the inner deadpoint, and as the piston staits on its outstroke, a spark passes between the wires and the charge behind the piston is ignited. As the piston proceeds outwardly and opens the port ofthe inner chamber the charge therein immediatel) explodesinto the cylinder and expands againstthe piston when the crank has reached a point in its stroke where the force can be exerted to advantage. The remaining chambers explode in turn as the piston clears the ports, thus keeping up the pressure throughout the stroke. When the piston has reached the outstroke the exhaust-cam opens the port, and as the piston returns the products of combustion in the cylinder and auxiliary chambers pass outotthe exhaust until the pressure within the cyliiidei and chambers has been reduced to atmospheric pressure. The same operation is then reprated. lt will be seen that the piston also acts as a valve to open and close the auxiliary-chamber ports. After the tirst few explosions have taken place the heat generated iliereby will be in a measure imparted to the spiral on the piston, so that each incoming charge will be heated and expanded, and thus agieaterdegreeofoompressionproduced. The spiral also acts to more tlioiouglily intein'iingle the particles of air and gas.

The principal features of economy in this engine are its simplicity ot' construction and operation, tlie increased force secured from the same quantity of explosive mixture by distributing it along the cylinder and igniting it behind the piston at points along the stroke where great leverageis had upon the crank, the employment of a spiral or coil to expand the charge as it is drawn in, thus pi'oduciiig greater' compression and quicker coinbnstion, and the construction and arrangement of the valve whereby the charge is drawn in quickly and in proper proportions.

'hat l claim as my invention, and desire to secure by Letters Patent, is

1. A gas-engine wherein the charge is drawn into the cylinder, forced into the separate coinpartnients, and exploded in detail behind the piston as it makes the powerstroke, as set forth.

2. A gas-engine cylinder having attached to it a chamber or series of chambers which communicate with the bore thereof through suitable apertures controlled by the piston in its travel, each chamber being adapted to reteive a. portion of the charge and to permit'its successive. explosion at stated points in each power-stroke ot the piston, as set forth.

3. A gas-engine cylinder havingr attached L to it a series otl chambers communicating` with 4. A gas-engine cylinder having attached to it a chamber or series of chambers columnnicating with the bore thereof through suitable apertures, with each other through intermediate ports, and also communicating with the cylinder through a compression-tube which enters said cylinder below the iiimost point reached by the piston, whereby the proper proportion ofthe charge is forced into the chambers after the piston has closed the chamberpors, as shown and described.

5. The combination, in a gas-engine, of the cylinder provided with an auxiliary' chamber or a series of chambers, each having a port opening into the cylinder, and theinmost chamber having a compression-tube opening into the cylinder below the lowest point reached by the piston, with the piston adapted to force the charge into the chambers, close the ports, and complete the operation through the compression-tube, Substantially as shown and described.

(i. 'llie method ot' operating gas engines which consists in drawing into the cylinder by the outstroke of the piston a properly-proportioiied charge of inliamrnable mixture, forcing it into auxiliary chambersby the return-stroke, and then exploding the charge. in succession upon the power-stroke ot' the piston, substantially as set forth.

7. rl`he method of operating gas engines which consists in drawing into the Workingcylinder upon the outstroke of the piston a charge of air and gas, compressing it in auxiliary explosion-chambers located in the path of the pistou and communicating with the cylinder by the return-stroke of thc piston, exploding the charges in succession upon the power-stroke ot' the piston, and iinally expelling the consumed charge or charges by the subsequent return-stroke, substantially as set forth.

8. The method of operating gas engines which consists in tirst admitting a charge of pure air, which is followed by a charge of air and gas admitted through ports of different areas, the latter being in excess ofthe former during the remainder of the charge, substaiitially as set forth.

t). In a gas-engine` the cylinder-head A', having a central opening, suitably-consiriicted water-spaces, a recess for the reception of i he slidevalve, and its ways, said cylinder-head being adapted to be bolted to the end of the cylinder, substantially as shown and described.

l0. 'llieface-plate A2, having ways upon its inner t'ace for the slide-valve to slide between, suitably-arranged air and gas ports, and a slot for the passage of the valve-actuating pin, said plate being' adapted to bolt onto the cylinderhead, as shown and described.

1l. lhe combination, in a. ,cas-engine, ofthe cylinder A, the cy linder-he-ad A', constructed as shown, and the face-plate A2. arranged substantially as shown and described.

2. The slide-valve 1)',operating between suit- IOO IIS

IZO

ably-arranged ways upon the inner side of the face-plate, and having airand gas ports adapted to register with the ports in the face-plate, in

' combination with the valve-actuating mechanism, said mechanism being adapted to impart an intermittent motion to the valve, substantially as and'for the purposes set forth.

13. The slide-valve D, operating between suitably-arranged ways upon the inner side of the face-plate, and having formed through it an air-port and a gas-port, the said air-port being placed in advance ot' the gasport, whereby, in the operation of the valve, air is lirst admitted into the cylinder, and then a mixture of air and gas, in which the proportion ot' gas increases to the end of the stroke, said valve being in combination with its actuating mechanism, as set forth.

14. The slide-valve D, operating between suitably-arranged ways upon the inner side of the tace-plate, and having formed through it an air-portandagas-port,tl1e air-portbeing placed in advance of the gas-port, whereby pure air is first admitted into the cylinder, and thena charge of air and gas, the ports being so arranged that after the entire charge has been admitted the proportions will be such as to produce a rapidly-combustible mixturesay about one part gas to twelve parts air-as set forth.

l5. The combination, in a gas-engine, of the cylinder A, its cylinder-head and face-plate, provided with suitably-constructed auxiliary chambers uncovered by the piston in its travel, the slide-valve, and its actuating mechanism, all arranged to operate substantially as set forth.

1n'. The combination, with a gas-engine having a valveprovided with ports of different areas, ofthe slide-valve-actualing cam secured upon a properly-arranged cam-shaft, said cam being made increasing in height its entire length, whereby an accelerating` motion is transmitted to the said valve, and mechanism for connecting the cam and valve, as set forth.

17. 'lhe combination, in a gas-engine, of the .cam c, the pitman c3, its roller, rocker-shaft,

and spring, and the slide-valve D, all arranged to operate as set forth.

18. The combination, With a gas-engine, of a cam adapted to open the slide-valve to admit a charge, close it, and hold it stationary while the charge is compressed, exploded, and the products are expelled,substantiallyas setforth.

19. In a gas-engine, the piston having projected from its face a metallic coil, substantially as andl'or the purpose set forth.

20. The combination, with the piston, the crank-shaft, and camshaft having suitablyA constructed and arranged cams, ot' the slide and exhaust valves,connected with their respective cams by suitably-constructed mechanism, all arranged to operate substantially as and for the purpose set forth.

2l. In agasengine, the combinatiomsubstantially as specified, ot' the cylinder A, coil g2, wires g3 g4, and battery-wires g g', the shaft C, and arm g, extended from the shaft and ar` ranged to disengage the wires g4 and break the connection, and means for revolving the shaft, as set forth.

In testimony whereofl I altx my signature in Witnesses:

L. B. HALL, N. F. LESLIE. 

